The following reports have been taken from the Air Accident Investigation Unit (AAIU) Website, click on the photo to view the full official report on the AAIU web site. Where the is no photograph the report can be accessed by clicking on the icon. The extracts below only contain the AAIU synopsis to each incident / accident
 
   
Records 491 to 500 of 500
 
   

EI-CLI, BAe146-300, Aer Lingus

Incident/Accident Date: 1998-04-15

Report No: 1998-014, Published: 1998-10-23

Image by: Chris Sheldon

 
EI-CLI departed Dublin Airport, on a scheduled flight to Edinburgh and was cleared to the Dublin VOR. As the aircraft was flying over the VOR the No. 3 CCM in the aft galley sensed a strong smell of burning. She checked the oven where she had been heating the bread rolls and noticed flames in the right hand compartment of the double compartment oven. The Captain levelled the aircraft at 4,000 ft, declared a PAN and requested an immediate return to the airfield.
   

G-PITS, Pitts Special S2AE, Private

Incident/Accident Date: 1998-01-25

Report No: 1998-013, Published: 1998-10-02

Image by: Kevin O'Doherty

 
The pilot had landed on Runway 07, at Weston Aerodrome, at the end of his second local flight of the day. He turned the aircraft on the runway, and was backtracking, on the runway, to the aircraft parking area. The runway is tarmac and is 890 metres long and 15 metres wide. Given the restricted forward view in this aircraft type, the pilot zig-zagged while taxiing, in order to ensure that the runway was clear in front of him. Due to the busy nature of the airfield at weekends, such as the Saturday morning in question, the pilot conducted the backtracking in an expeditious manner. During one of the zig-zag manoeuvres, the right main wheel departed the tarmac surface and entered soft ground. This caused the aircraft to ground loop, off the runway, about the right hand main wheel. In the ground loop, the left wing tip struck the ground.
 
 

G-BIUV, HS 748, Emerald Airways

Incident/Accident Date: 1998-01-03

Report No: 1998-012 , Published: 1998-09-18

Image by: Derek Pedley

 
The aircraft was operating on a scheduled cargo flight from Liverpool to Dublin Airport. The pilot flying (PF) had approximately 30 hours experience on type and was undergoing Line Training. Runway 28 (8650 ft), which was clearly visible on the extended approach, was selected for landing. There was moderate turbulence and the surface wind given by ATC was 240/22, gusting to 40 kts. The PF elected to use 22? of flap for landing because of the turbulence and crosswind, rather than the normal full flap selection. The pilot not flying (PNF), who was operating in his capacity as a Line Training Captain, concurred with this decision and also said that the crosswind given was well within the limits of the aircraft. The flying limitations in the company's Operations Manual give the maximum crosswind for landing as 30 kts.
 
 

HB-INW, McDonnel Douglas MD-82, Crossair

Incident/Accident Date: 1997-12-19

Report No: 1998-011 , Published: 1998-09-04

Image by: Propfreak

 
The pilot stated that on reaching FL 370 there was a loss of cabin pressure control, as they approached the STRUMBLE VOR. The crew attempted to regain control by placing the pressurisation system in manual mode. This was unsuccessful and, as the cabin altitude was climbing rapidly, an emergency descent was commenced in accordance with the Operating Company's Flight Crew Emergency Checklist. In the descent, at FL 220, cabin pressurisation was stabilised and the cabin control system responded to normal control inputs.
 
 

EI-COF, BAe 146-200, Cityjet

Incident/Accident Date: 1997-11-24

Report No: 1998-010, Published: 1998-08-07

Image by: Ola Carlsson

 
On 24 November 1997, EI-COF departed Dublin for London City Airport at 1930 hours. A strong smell of fumes was noticed by all the crew during take-off and initial climb out, which became worse as the flight progressed. (On an earlier sector the same fumes were noted but they quickly dissipated).
 
 

G-SFHR, Piper PA23, Private

Incident/Accident Date: 1997-11-15

Report No: 1998-009 , Published: 1998-07-24

Image by: N/A

 
The aircraft departed Shannon Airport at 1245 hrs on the day of the incident, bound for Galway Airport. At 1324 hrs the initial attempt to land at Galway on Runway 08 was made. After a number of bounces the pilot abandoned the landing and initiated a go-around. The second landing attempt on the same runway was successful, but took about almost the full length of the runway, which is 1334 metres long, and 23 metres wide. The tower observed that the aircraft almost ran off the runway. In response to a call from the tower, the pilot replied that all was OK.
   

G-HAUG, Sikorsky S-76B, Norbrook Industries

Incident/Accident Date: 1996-12-12

Report No: 1998-008, Published: 1998-06-26

Image by: N/A

 
G-HAUG departed Belfast International - Aldergrove Airport on 12 December at 18.03 hrs, to return to its home base at Ballyedmond, Co. Down, Northern Ireland. This would normally be a flight of some 20 minutes duration. The approach to the home base was executed using a locally produced GPS-based approach procedure. Having commenced its descent, in preparation for landing at Ballyedmond, the helicopter struck the north face of the Carlingford Mountains at 960 feet above sea level, approximately 2 miles SE of the village of Omeath, Co. Louth, at 18.16 hrs. All three occupants suffered fatal injuries.
   

29000 & N/A, B747 (Air Force 1) and B747, USAF and UPS

Incident/Accident Date: 1997-05-27

Report No: 1998-006, Published: 1998-06-12

Image by: Sam Chui

 
The Boeing 747 USAF 1 was routing from the United States to Paris at flight level 290. The Boeing 747 UPS 6080 was routing from Europe to the United States at flight level 310. The position 53N 15W, is one of the entry/exit points from the Shannon Upper Information Region (UIR) to oceanic airspace.
   

86512, Ilyushin IL-62M, Aeroflot

Incident/Accident Date: 1996-09-14

Report No: 1998-005, Published: 1998-05-28

Image by: TFS/team

 
On 13th. September 1996 an Ilyushin IL-62M aircraft of Aeroflot, Russian International Airlines, callsign AFL328, (hereafter referred to as 328), departed Chicago O'Hare Airport for a scheduled flight to Shannon Airport. As it came into Shannon controlled airspace 328 was cleared directly to the airfield where the Approach Radar Controller gave the aircraft radar vectors to enable it to carry out an Instrument Landing System (ILS) approach to Runway (Rwy) 24. The winds were light South-easterly, with visibility varying between 800 metres and 1600 metres. This ILS approach was unsuccessful and at approximately 200 feet agl the pilot decided to go- around again. Members of the public residing in the Clenagh area observed the aircraft during this go-around manoeuvre. The aircraft then carried out a second and successful approach and landing to Rwy 24. Following a crew change the aircraft continued on its journey to Moscow.
 
 

G-BEYO, Piper PA 28-140, Private

Incident/Accident Date: 1997-06-13

Report No: 1998-004, Published: 1998-04-24

Image by: Mick Bajcar

 
The aircraft was flown from Scotland to Belfast City Airport, where it overnighted on the 12th. June. The next day the pilot filed a VFR flight plan South along the coast towards Dublin, intending to participate in an Air Rally at Kilkenny Airport, scheduled for that weekend. The pilot closed his flight plan with Dublin ATC overhead Brittas Bay Aerodrome, Co. Wicklow, at 1041 hours. He then decided to land there as he was unhappy with the low clouds over 0 the mountains westwards on his route to Kilkenny. He made no ATC contact on the local frequency as it was unmanned at the time. The operator of the aerodrome did not receive any prior notification of the flight. Following a visual check of the airfield windsock the pilot decided to land on Runway 25 (540m). On finals he applied full flap and, on landing, the aircraft bounced a few times and, as soon as he realised that he was in fact downwind, and that his stopping distance was too short, he applied full power to go-around again. This action was too late and the undercarriage main wheels struck the aerodrome's clearly marked perimeter fence, then struck a solid mud bank and cut through a second sheep restraining fence, finally coming to a halt in an unused rough area of the adjacent golf course. Fuel leaked onto the cockpit floor. There was no fire. The pilot and passenger, who were wearing lifejackets and each secured by a five-point safety harness, exited the aircraft uninjured.
 
 
Records 491 to 500 of 500